See

discussions, stats, and author profiles for this publication at: http://www.researchgate.net/publication/233711823

Performance of diesel engine using gas mixture

with variable specific heats model
ARTICLE in JOURNAL- ENERGY INSTITUTE NOVEMBER 2010
Impact Factor: 0.62 DOI: 10.1179/014426010X12839334040852

CITATIONS

READS

89

5 AUTHORS, INCLUDING:
Ahmad Sakhrieh

Eiyad Abu-Nada

University of Jordan

Khalifa University of Science Technology &

24 PUBLICATIONS 151 CITATIONS

67 PUBLICATIONS 1,977 CITATIONS

SEE PROFILE

SEE PROFILE

Bilal Akash

Ismael S Al-Hinti

American University of Ras Al Khaimah

German Jordanian University

61 PUBLICATIONS 947 CITATIONS

31 PUBLICATIONS 364 CITATIONS

SEE PROFILE

SEE PROFILE

Available from: Bilal Akash

Retrieved on: 19 October 2015

Performance of diesel engine using gas

mixture with variable specific heats model
A. Sakhrieh*1, E. Abu-Nada2,3, B. Akash3, I. Al-Hinti3 and A. Al-Ghandoor4
A thermodynamic, one-zone, zero-dimensional computational model for a diesel engine is
established in which a working fluid consisting of various gas mixtures has been implemented.
The results were compared to those which use air as the working fluid with variable specific heats.
Most of the parameters that are important for compression ignition engines, such as equivalence
ratio, engine speed, maximum temperature, gas pressure, brake mean effective pressure and
cycle thermal efficiency, have been studied. Furthermore, the effect of boost pressure was
studied using both the gas mixture and dependent temperature air models. It was found that the
temperature dependent air model overestimates the maximum temperature and cylinder
pressure. For example, for the air model, the maximum temperature and cylinder pressure were
about 1775 K and 93?5 bar respectively at 2500 rev min21, and the fuel/air equivalence ratio
W50?6. On the other hand, when the gas mixture model is used under the same conditions, the
maximum temperature and cylinder pressure were 1685 K and 87?5 bar respectively. This is
reflected on the brake mean effective pressure and cycle thermal efficiency, which were both
overestimated in the case of using the temperature dependent air model. The conclusions
obtained in this study are useful when considering the design of diesel engines.
Keywords: Diesel Engine, Compression-Ignition Engine Simulation, Gas Mixture Model, Temperature Dependent Specific Heats

List of symbols
a constant used in equation (35)
as number of moles of air at stoichiometric
condition, dimensionless
A heat transfer area, m2
AF air/fuel ratio, dimensionless
AFs air/fuel ratio for stoichiometric condition,
dimensionless
BMEP brake mean effective pressure, bar
C1 constant used in equation (33)
Cp constant pressure specific heat, cal g21
mol21 K21
Cv constant volume specific heat, kJ kg21 K21
D cylinder diameter, m
h heat transfer coefficient for gases in the
cylinder, W m22 K21
k specific heat ratio, dimensionless
LHV lower heating value, kJ kg21
, connecting rod length, m
m mass of cylinder contents, kg
1

Department of Mechanical Engineering, Jordan University, Amman

11942, Jordan
Leibniz Universta t Hannover, Intitute fu r Technishe Verbrennung,
Welfengarten 1a, 30167 Hanover, Germany
3
Department of Mechanical Engineering, Hashemite University, Zarqa
13115, Jordan
4
Department of Industrial Engineering, Hashemite University, Zarqa
13115, Jordan
2

*Corresponding author, email asakhrieh@ju.edu.jo

2010 Energy Institute

Published by Maney on behalf of the Institute
Received 5 February 2010; accepted 1 July 2010
DOI 10.1179/014426010X12839334040852

md
mf
mp
M
N
p
pi
pr
Q
Qd

constant used in equation (35)

mass of fuel in the cylinder, kg
constant used in equation (35)
molar mass
engine speed, rev min21
pressure inside cylinder, bar
inlet pressure, bar
reference state pressure
heat transfer, kJ
integrated energy release for diffusion combustion phases
Qin heat added from burning fuel, kJ
Qloss heat losses, kJ
Qp integrated energy release for premixed combustion phases
R crank radius, m
Rg gas constant, kJ kg21 K21
S engine stroke, m
Tg gas temperature in the cylinder, K
Tgr reference state gas temperature
Ti inlet temperature, K
Tw cylinder temperature, K
U internal energy, kJ
Up piston speed, m s21
V cylinder volume, m3
Vc clearance volume, m3
Vd displacement volume, m3
Vr reference state volume
X distance from top dead centre, m
w average cylinder gas velocity, m s21

Journal of the Energy Institute

2010

VOL

83

NO

217

Sakhrieh et al.

Performance of diesel engine using gas mixture

W
Dh
h
hd
hp
W

work done, kJ
duration of combustion, u
angle, u
duration of the diffusion combustion phases, u
duration of the premixed combustion phases, u
equivalence ratio

Introduction
The rapid development of computer technology has
encouraged the use of simulation techniques to quantify
the effect of the fundamental processes in the engine
systems. The main reason for the growth in engine
simulation arises from the economic benefits. Using
computer models, large savings are possible in expensive
experimental work. Obviously, models cannot replace
real engine testing, but they are able to provide good
estimates of engine performance and can thus help in
selecting the best options for further development. In
most models, air standard power cycles are used as a
basis for analysing the actual conditions in real engines.
In such cases, the working fluid being air is treated as a
perfect gas with constant specific heats without taking
into consideration the temperature dependence of the
specific heats or the gas mixture of the working fluids.19
In order to deal with cycle calculations on more realistic
basis, it is necessary to deal with certain fundamental
aspects of the behaviour of the working fluid in real cycles,
both under non-reacting and reacting conditions.
Although air standard power cycle analysis gives only
approximation of the actual conditions and outputs,9 it
would be very useful to study the cycle using variable
specific heats and gas mixture model for the working fluid.
In practical cycles, the heat capacities of the working fluids
are variable and function of both temperature and gas
mixture of the working fluid. This variation has a great
influence on the performance of the cycles.
Several researchers studied the performance of air
standard power cycles using more realistic assumptions.
In the last few years, several authors used linear
temperature specific heats model in their work.1013
These models can be applied with moderate temperature
changes. However, for large changes in temperature,
more accurate models are needed. For example, Zhao
and Chen14 analysed the performance of an irreversible
diesel heat engine taking into account the temperature
dependant heat capacities of the working fluid, the
irreversibilities resulting from non-isentropic compression and expansion and heat leak losses through the

cylinder wall. Wu et al.15 carried out a numerical

simulation of combustion characteristics for a closed
diesel engine with different intake gas contents under
different engine speeds and equivalent ratios.
Recently, several papers concerning variable specific
heats,1618 variable specific heat ratio19,20 and mathematical modelling2123 using finite time thermodynamics
have been published.
In recent studies carried out by the current authors,
spark ignition engine simulations were conducted taking
into account the effect of heat loss, friction, rates of heat
release, temperature dependant specific heats and gas
mixture model on the overall engine performance.2427
The simulation code used in these studies employs a
thoroughly validated thermodynamic, one-zone, zerodimensional computational model.
The major goal of the present article is to model diesel
engines using a gas mixture with temperature dependent
specific heats as the working fluid. Furthermore, the
effect of this model on the engine performance will be
examined. Moreover, the results obtained from the gas
mixture model will be compared to those obtained when
air with temperature dependent specific heats is used as
the working fluid.

Theoretical model
Thermodynamics properties of airfuel mixture
and combustion products
In real life compression ignition engines, the combustion
products have temperature dependent specific heats. The
most common combustion products are CO2, CO, H2O,
N2, O2 and H2. The specific heats of these species have
different dependence on temperature. Some species
specific heats are strongly dependent on temperature;
others are less dependent. Thus, it is more accurate to
calculate the specific heat of the mixture as a summation
of individual species specific heats rather than taking a
rough estimation that the whole mixture behaves as air.
In the present work, the following species are assumed
as the combustion products: CO2, CO, H2O, N2, O2 and
H2. The temperature dependent specific heat for these
combustion product species takes the general form20
cp
~a1 za2 Tza3 T 2 za4 T 3 za5 T 4
Rg

The constants a1 through a5 for all combustion species

are given in Table 1.28 Furthermore, the specific heat of

Table 1 Coefcients for species temperature dependent specic heats

Species

a1

T(1000 K
0.2400779610
CO2
H2O
0.40701275610
N2
0.36748261610
O2
0.36255985610
CO
0.37100928610
H2
0.30574451610
1000,T,3200 K
0.4460800610
CO2
H2O
0.27167600610
N2
0.289631610
O2
0.362195610
CO
0.298406610
H2
0.3100190610

218

Journal of the Energy Institute

a2

a3

a4

a5

0.873509661022
20.110845061022
20.120815061022
20.187821861022
20.161909661022
0.26765261022

20.666070861025
0.415211861025
0.232401061025
0.705545461025
0.369235961025
20.580991661025

0.200218661028
20.29637461028
20.632175661028
20.676351361028
20.203196761028
0.552103961028

0.632740610215
0.807021610212
20.225773610212
0.215560610211
0.239533610212
20.181227610211

0.309817061022
0.29451361022
0.15154861022
0.73618261023
0.14891361022
0.51119461023

20.123925061025
20.80224361026
20.57235261026
20.19652261026
20.57899661026
0.52644261027

0.227413061029
0.10226661029
0.998073610210
0.362015610210
0.10364561029
20.349099610210

20.155259610213
20.484721610214
20.652235610214
20.289456610214
20.693535610214
0.369453610214

2010

VOL

83

NO

(1)

Sakhrieh et al.

the fuel is assumed to be temperature dependent, and it

takes the following form29




T
T 2
~
{97:787
C p ~{0:55313z181:62
1000
1000

3

{2
T
T
z24:402
{0:03095
(2)
1000
1000
~
where C p has the unit of cal mol21 K21.
The gas constant for the mixture is calculated as
follows
Rmix ~

Ru
Mmix

(3)

where Ru is the universal gas constant. The molar mass

of the mixture is determined as
Mmix ~

n
X

yi Mi

Mmix ~ya Ma zyf Mf

(5)

The mole and the mass fractions for the fuel are given
respectively as
1
1z4:76as =W

(6)

(7)

where W is the fuel/air equivalence ratio and is given as

W~AFs =AF , and as is the stoichiometric number of
moles for the air and AFs is the stoichiometric air/fuel
ratio. The mole and the mass fraction for the air are
obtained respectively
ya ~1{yf

(8)

xa ~1{xf

(9)

Thus, the specific heat for the airfuel mixture can be

computed as
Cpmix ~Cpa xa zCpf xf

(10)

On the other hand, the specific heat for the combustion

products is calculated as
Cpmix ~

Cp i x i

(11)

i~1

where i goes for CO2, CO, H2O, N2, O2 and H2. The
mass fraction xi is given as
ni Mi
xi ~
mmix

(12)

where mmix is the total mass of the mixture given as

mmix ~

n
X

ni Mi

(13)

i~1

The gases within the combustion chamber consist of two

main parts: gases, which have the airfuel mixture
properties and gases that take the properties of the

(14)

where xb is evaluated from the Weibe function and

represents the burn fraction of the mixture.
Finally, the specific heat ratio is calculated as
k~

Cp mix
Cp mix
~
Cvmix Cp mix {Rmix

(15)

Combustion reactions
By considering the existence of only six species (CO2,
H2O, N2, O2, CO and H2), in the combustion products,
the chemical reaction for burning 1 mol of hydrocarbon
fuel is written as
as
O2 z3:76N2 ?n1 CO2
w

zn2 H2 Ozn3 N2 n4 O2 zn5 COzn6 H2

(16)

This chemical reaction is applicable for lean, stoichiometric or rich mixtures. Diesel engine air utilisation is
generally limited to lean conditions. Higher equivalence
ratios (stoichiometric or rich conditions) cause excessive
smoke emissions. For W(1 (stoichiometric and lean
mixtures), the numbers of moles of the combustion
products are given as
b
n2 ~ ;
2


1
{1 ;
n4 ~as
W
n1 ~a;

1
xf ~
1zAFs =W

n
X

Cpmix ~Cpair{fuel 1{xb zCpproducts xb

Ca Hb z

Before combustion is taking place, the mixture is

considered as a combination of fuel vapour and air.
Therefore, the molecular weight of mixture is written as

yf ~

combustion products. Thus, it is very reasonable to

estimate the specific heat for the mixture as follows

(4)

i~1

Performance of diesel engine using gas mixture

n3 ~3:76

as
;
W

n5 ~0;

n6 ~0

(17)

Thermodynamic analysis
For a closed system, the first law of thermodynamics is
written as
dQ{dW ~dU

(18)

Using the definition of work, the first law can be

expressed as
dQin {dQloss {pdV ~dU

(19)

For an ideal gas, the equation of state is expressed as

pV~mRg Tg

(20)

By differentiating equation (20), the following equation

is obtained
pdV zV dp~mRg dTg

(21)

In addition, for an ideal gas, the change in internal

energy is expressed as


(22)
dU~d mCv Tg
Using the chain rule of differentiation, equation (22) is
rearranged as
mRg dTg ~


Rg 
dU{mTg dCv
Cv

(23)

By substituting equation (23) into equation (21) and

solving for the change in internal energy

Journal of the Energy Institute

2010

VOL

83

NO

219

Sakhrieh et al.

Performance of diesel engine using gas mixture

dU~

Cv
pdV zV dpzmTg dCv
Rg

(24)

Furthermore, by substituting equation (24) into equation (19), the first law is written as
dQin {dQloss {pdV ~

Cv
pdV zV dpzmTg dCv (25)
Rg

Dividing equation (25) by dh



dQin dQloss
dV Cv
dV
dp
dCv
~
zV
zmTg
{
{p
p
dh Rg
dh
dh
dh
dh
dh
(26)
Expressing the gradient of the specific heat as
dCv dCv dk
~
dh
dk dh

(27)

Noting that
Rg
~k{1
Cv

(28)

Plugging equation (28) into equation (27), then the

gradient of the specific heat is expressed as
Rg dk
dCv
~{
dh
k{12 dh

(29)

Substituting equation (29) into equation (26), the final

form of the governing equations is


dp k{1 dQin dQloss
p dV
p dk
~
z
(30)
{
{k
dh
V
V dh k{1 dh
dh
dh
In equation (30), the rate of the heat loss

dQloss
is
dh

expressed as
 

 1
dQloss
~hAh Tg {Tw
v
dh

(31)

The convective heat transfer coefficient h in equation (31) is given by the Woschni model as28,30,31
:

h~3:26D{0 2 p0 8 Tg{0 55 w0 8

(32)

The velocity of the burned gas and is given as

Vd Tgr
ph{pm 
wh~2:28Up zC1
pr Vr

2NS
60

(34)

On the other hand, the rate of the heat input dQin =dh
(heat release) can be modelled using a dual Weibe
function28,32

220

Journal of the Energy Institute

2010

VOL

   mp {1
  mp 
Qp
dQin
h
h
mp
exp {a
~a
hp
hp
dh
hp
   md {1
  md 
Qd
h
h
exp {a
za
md
(35)
hd
hd
hd
where p and d refer to premixed and diffusion phases of
combustion. The parameters hp and hd represent the
duration of the premixed and diffusion combustion
phases. In addition, Qp and Qd represent the integrated
energy release for premixed and diffusion phases
respectively. The constants a, mp and md are selected
to match experimental data. For the current study, these
values are selected as 6?9, 4 and 1?5 respectively.28,32 It is
assumed that the total heat input to the cylinder by
combustion for one cycle is
Qin ~mf LHV

(36)

where 20% of this amount is assumed to take place in the

premixed phase and the rest in the diffusion phase.
Figure 1 shows a plot for the rate of heat addition as a
function of crank angle.
Equation (30) is discretised using a second order finite
difference method to solve for the pressure at each crank
angle h. For full details of discretisation and numerical
implementation, the reader is referred to Refs. 2427.
Once the pressure is calculated, the temperature of the
gases in the cylinder can be calculated using the equation
of state as

(33)

In the above equation, the displacement volume is Vd.

However, Vr, Tgr and pr are reference state properties at
closing of inlet valve, and pm is the pressure at the same
position to obtain p without combustion (pressure
values in cranking). Engine and operational specifications used in present simulation are given in Table 2.
The value of C1 is given as: for compression process,
C150, and for combustion and expansion processes,
C150?00324. The average piston speed Up is calculated
from
Up ~

1 Rate of heat release model N52500 rev min21, W50?6,

hp510u, hd560u and injection is 28u

83

NO

Table 2 Engine and operational specications used in

simulation
Fuel

C14?4H24?9

Compression ratio
Cylinder bore, m
Stroke, m
Connecting rod length, m
Number of cylinders
Clearance volume, m3
Swept volume, m3
Engine speed, rev min21
Inlet pressure, bar
Equivalence ratio
Injection timing
Duration of combustion
Duration of premixed combustion
Wall temperature, K

18.
0.105
0.125
0.1
1
6.36761025
1.08261023
10005000
1
0.21.2
224 to 28u
60u
8u
400

Sakhrieh et al.

2 Variation in cylinder pressure versus volume for compression ignition (CI) engine using variable air and mixture specic heats running at 2500 rev min21 and W50?6

3 Variation in gas temperature and cylinder pressure versus crank angle for CI engine using variable air and
mixture specic heat models running at 2500 rev min21
and W50?6

Tg ~

phV h
mRg

(37)

The instantaneous cylinder volume, area and displacement are given by the slider crank model as33
V h~Vc z

Ah h~

pD2
xh
4

(38)


1=2 o
pD2 pDS n
Rz1{ coshz R2 { sin2 h
z
2
4
(39)

n

1=2 o
xh~zR{ R coshz 2 { sin2 h

(40)

The thermal efficiency is defined as

g~

Wnet
Qin

(41)

While the brake mean effective pressure is defined as

BMEP~

Wnet
Vd

(42)

Results and discussion

The rate of heat release model used in this work is a dual
Wiebe function (Fig. 1). Three combustion phases are

Performance of diesel engine using gas mixture

4 Maximum gas temperature versus engine speed at various equivalence ratios using variable air and mixture
specic heat models

observed, namely, premixed combustion phase, diffusion combustion phase and late combustion phase.
The variation in cylinder pressure is presented in
Fig. 2 to examine the sensitivity and validity of the
presented model. It shows the comparisons of incylinder pressures versus volume using air and gas
mixture specific heats models at 2500 rev min21 and
W50?6. Both models have similar trends, but the
magnitude of the pressure is higher in the case of air
as the working fluid. For example, the maximum
reported pressures were about 93?5 and 87?5 bar using
air and gas mixture specific heat models respectively.
The use of air model overestimates the pressure inside
the cylinder.
Figure 3 illustrates the influence of air and mixture
specific heat models on the gas temperature and cylinder
pressure. It shows variation in gas temperature and
cylinder pressure versus crank angle using air and gas
mixture as the working fluids running at 2500 rev min21
and equivalence ratio of 0?6. Using gas mixture results in
lower gas temperature and cylinder pressure. For
example, the maximum reported temperature and
pressure are 1775 and 1685 K, and 93?5 and 87?5 bar
for air and gas mixture respectively. The reason is that
air has a lower specific heat than air mixture does.
During combustion, species with high values of specific
heats are generated like CO2 and H2O, besides the
existence of heated unburned fuel. These components
absorb some of the heat generated during combustion,
so that the temperature is higher inside the cylinder
when air is used as a working fluid.
The effect of engine speed on the maximum gas
temperature and BMEP are presented in Figs. 4 and 5
respectively. Figure 4 presents the maximum gas temperature versus the engine speed at equivalence ratios of
0?5, 0?6, 0?7 and 0?8. Higher maximum temperatures are
obtained at higher equivalence ratios. For higher
equivalence ratio, more fuel is burned in the cylinder,
and therefore, more heat is released that leads to higher
gas temperatures. Again, as noted previously, the effect
of gas mixture model is very significant on the reported
maximum gas temperature. The maximum gas temperature difference resulted from air and gas mixture model
increases for high equivalent ratios. It can also be
observed that the effect of equivalence ratio is more
significant than the effect of engine speed. Figure 5

Journal of the Energy Institute

2010

VOL

83

NO

221

Sakhrieh et al.

Performance of diesel engine using gas mixture

5 Brake mean effective pressure versus engine speed at

various equivalence ratios using variable air and mixture specic heat models

7 Efciency versus equivalence ratios at various engine

speed using variable air and mixture specic heat
models

6 Efciency versus engine speed at various equivalence

ratios using variable air and mixture specic heat
models

8 Efciency versus boost pressure using variable air and

mixture specic heat models

presents BMEP versus engine speed at various equivalence ratios using air and gas mixture specific heat
models. Similarly, the effect of gas mixture model is very
significant on BMEP especially at high equivalence
ratios. It is obvious that the difference in BMEP using
the air and gas mixture specific heat models decreases
with low equivalence ratios. From BMEP consideration,
it is desirable to have high equivalence ratio to achieve
high values of BMEP. However, diesel engine air
utilisation is generally limited to W,0?7. Higher
equivalence ratios cause excessive smoke emissions.
The effect of the gas model on cycle efficiency was
investigated and demonstrated in Figs. 6 and 7. It is
clear that the higher thermal efficiencies were reached at
high engine speeds and low equivalence ratios. The cycle
efficiency difference between the air and gas mixture
specific heat models becomes more pronounced with the
increase in both equivalence ratio and engine speed. In
addition, it was found that for high engine speeds, the
efficiency becomes independent of equivalence ratio
when air model is used, which is non-realistic.
In order to study the effect of boost pressure, Fig. 8 is
presented. It shows the variation in cycle efficiency
versus boost pressure using air and gas mixture as
working fluids at engine speed of 2500 rev min21 and
equivalence ratio of 0?6. Although they have similar
trends, the efficiency is overestimated when air model is
used as working fluid. The increase in efficiency by

222

Journal of the Energy Institute

2010

VOL

83

NO

increasing the boost pressure agrees with the results

obtained by Al-Hinti et al.34 Finally, contour efficiency
plots for both air and gas mixture specific heat models
are generated for various boost pressures and engine
speeds. They are presented in Fig. 9. These plots show
that cycle efficiency increases with engine speed and
boost pressure. Furthermore, it is clear that the effect of
engine speed is dominant over that of boost pressure,
and as stated previously, the air model overestimates the
cycle efficiency.

Conclusions
In the present work, a diesel cycle model, assuming a gas
mixture as the working fluid, has been investigated
numerically. The results were compared to those
obtained using variable temperature specific heat model
in which air is used as the working fluid. The
investigation covered the in-cylinder pressure and
temperature, BMEP, cycle efficiency for different engine
speeds and equivalence ratios and boost pressure. It was
clear from the results obtained that the use of air as the
working fluid overestimates the maximum temperature
and pressure in the cylinder. The results from this
research are compatible with those in the open literature
for spark ignition engines.
There are significant effects of the gas mixture model
on the performance of the cycle; therefore, it is more

Sakhrieh et al.

Performance of diesel engine using gas mixture

a air; b mixture
9 Interpolated contour efciency plots for both air and gas mixture specic heat models for various boost pressures
and engine speeds

realistic to use the gas mixture model instead of air as

the working fluid for the analysis of CI engines. This
should be considered in practical cycle analysis.

References
1. B. Akash: Effect of heat transfer on the performance of an airstandard diesel cycle, Int. Commun. Heat Mass Transfer, 2001, 28,
(1), 8795.
2. A. Al-Sarkhi, B. Akash, J. Jaber, M. Mohsen and E. Abu-Nada:
Efficiency of Miller engine at maximum power density, Int.
Commun. Heat Mass Transfer, 2002, 29, (8), 11591167.
3. Y. Ge, L. Chen, F. Sun and C. Wu: Effect of heat transfer
and friction on the performance of an irreversible air-standard
Miller cycle. Int. Commun. Heat Mass Transfer, 2005, 32, 1045
1056.
4. L. Chen, C. Wu, F. Sun and S. Cao: Heat transfer effects on the
net work output and efficiency characteristics for an air standard
Otto cycle, Energy Convers. Manage., 1998, 39, 643648.
5. S. Hou: Heat transfer effects on the performance of an air
standard dual cycle, Energy Convers. Manage., 2004, 45, 3003
3015.
6. A. Jafari and S. Hannani: Effect of fuel and engine operational
characteristics on the heat loss from combustion chamber surfaces
of SI engines, Int. Commun. Heat Mass Transfer, 2006, 33, 122
124.
7. O. Ozsoysal: Heat loss as a percentage of fuels energy in air
standard Otto and diesel cycles, Energy Convers. Manage., 2006,
47, 10511062.
8. A. Parlak: Comparative performance analysis of irreversible dual
and diesel cycles under maximum power conditions, Energy
Convers. Manage., 2005, 46, (3), 351359.
9. A. Parlak: The effect of heat transfer on performance of the diesel
cycle and exergy of the exhaust gas stream in a LHR diesel engine
at the optimum injection timing, Energy Convers. Manage., 2005,
46, (2), 167179.
10. Y. Ge, L. Chen, F. Sun and C. Wu: Effects of variable specific
heats on the performance of an irreversible Otto cycle, Int. J.
Exergy, 2005, 2, (3), 274283.
11. L. Chen, Y. Ge, F. Sun and C. Wu: Effects of heat transfer,
friction and variable specific heats of working fluid on performance
of an irreversible dual cycle, Energy Convers. Manage., 2006, 47,
32243234.
12. A. Al-Sarkhi, J. O. Jaber, M. Abu-Qudais and S. D. Probert.:
Effects of friction and temperature-dependent specific-heat of the
working fluid on the performance of a diesel-engine, Appl. Energy,
2006, 83, 153165.

13. A. Al-Sarkhi, J. O. Jaber and S. D. Probert.: Efficiency of a Miller

engine, Appl. Energy, 2006, 83, 343351.
14. Y. Zhao and J. Chen: Optimum performance analysis of an
irreversible diesel heat engine affected by variable heat capacities of
working fluid, Energy Convers Manage., 2007, 48, 25952603.
15. H.-W. Wu, Z.-Y. Wu, J.-Y. Yang, R.-H. Wang and W.-H. Lin:
Combustion characteristics of a closed cycle diesel engine with
different intake gas contents, Appl. Therm. Eng., 2009, 29, 848
858.
16. Y. Ge, L. Chen and F. Sun: Finite time thermodynamic modelling
and analysis of an irreversible Otto cycle, Appl. Energy, 2008, 85,
(7), 618624.
17. Y. Ge, L. Chen and F. Sun: Finite time thermodynamic modelling
and analysis of an irreversible Diesel cycle, Proc. IMechE D: J.
Automobile Eng., 2008, 222D, (5), 887894.
18. Y. Ge, L. Chen and F. Sun: Finite time thermodynamic modelling
and analysis of an irreversible dual cycle, Math. Comput. Modell.,
2009, 50, (1/2), 618624.
19. R. Ebrahimi: Performance optimization of a diesel cycle with
specific heat ratio. J. Am. Sci., 2009, 5, (8), 5963.
20. R. Ebrahimi: Effects of specific heat ratio on the power output and
efficiency characteristics for an irreversible dual cycle. J. Am. Sci.,
2010, 6, (2), 1217.
21. P. L. Curto-Risso, A. Medina and A. C. Hernadez: Theoretical
and simulated models for irreversible Otto cycle, J. Appl. Phys.,
2008, 104, (9), 094911.
22. P. L. Curto-Risso, A. Medina and A. Calvo Hernadez: Optimizing
the operation of a spark ignition engine. Simulation and theoretical
tools, J. Appl. Phys., 2009, 105, (9), 094904.
23. L. Chen, S. Xia and F. Sun: Performance limits for a class of
irreversible internal combustion engines, Energy Fuels, 2010, 24,
(1), 295301.
24. E. Abu-Nada, I. Al-Hinti, A. Al-Sarkhi and B. Akash:
Thermodynamic modeling of spark-ignition engine: effect of
temperature dependent specific heats, Int. Commun. Heat Mass
Transfer, 2006, 33, (10), 12641272.
25. E. Abu-Nada, I. Al-Hinti, A. B. Akash and Al-Sarkhi:
Thermodynamic analysis of spark-ignition engine using a gas
mixture model for the working fluid, Int. J. Energy Res., 2007, 31,
10311046.
26. E. Abu-Nada, I. Al-Hinti, A. Al-Sarkhi and B. Akash: Effect of
piston friction on the performance of SI engine: a new thermodynamic approach, ASME J. Eng. Gas Turbines Power, 2008, 130,
(2), 022802-1.
27. E. Abu-Nada, B. Akash, I. Al-Hinti, and A. Al-Sarkhi:
Performance of spark ignition engine under effect of friction using
gas mixture model, J. Energy Inst., 2009, 82, (3), 198206.
28. C. Ferguson and A. Kirkpatrick: Internal combustion engines:
applied thermosciences; 2001, New York. Wiley.

Journal of the Energy Institute

2010

VOL

83

NO

223

Sakhrieh et al.

Performance of diesel engine using gas mixture

29. J. Heywood: Internal combustion engine fundamentals; 1988,

Singapore, McGraw-Hill.
30. R. Stone: Introduction to internal combustion engines, 3rd edn;
1999, New York, Palgrave.
31. G. Woschni: Universally applicable equation for the instantaneous
heat transfer coefficient in internal combustion engine, SAE paper
no. 670931, SAE International, Warrendale, PA, USA, 1967.
32. N. Miyamoto, T. Chikahisa, T. Murayama and R. Sawyer:
Description and analysis of diesel engine rate of combustion and

224

Journal of the Energy Institute

2010

VOL

83

NO

performance using Weibes functions, SAE paper no. 850107, SAE

International, Warrendale, PA, USA, 1985.
33. W. Pulkrabek: Engineering fundamentals of the internal combustion engine, 2nd edn; 2004, Upper Saddle River, NJ, Pearson
Prentice-Hall.
34. I. Al-Hinti, M. Samhouri, A. Al-Ghandoor and A. Sakhrieh: The
effect of boost pressure on the performance characteristics of a
diesel engine: a neuro-fuzzy approach, Appl. Energy, 2009, 86,
113121.